Driver&#39;s brake valve for compressed air brakes



Sept. 24, 1935.

F. HILDEBRAND ET AL DRIVERS BRAKE VALVE FOR COMPRESSED AIR BRAKES Filed Aug. l0, 1934 INVENTORS FRIEDRICH HILDEBRAND ERNST MOLLER QQZA @Z ATTORNEYS Patented Sept. 24, 1935 UNITED sr QFFIQE DRIVERS BRAKE VALVE FOR COM- PRESSED AIR BRAKES Friedrich Hildebrand, Lankwitz, Berlin,

and

company of Germany Application August 10, 1934, Serial No. 739,198 7 In Romania June 23, 1934 12 Claims.

This invention relates to drivers brake valves for compressedeair brakes, of the kind in which within thhe range of movement of the operating lever for the different degrees or stages of the ;;service braking, each position of the operating lever corresponds with a definite brake pipe pressure, and the consecutive positions of the lever are marked by notches in onepart (casing) and a spring pin cooperating with the said notches 101,-; in another part (operating lever), the distance from one notch to another corresponding with a pressure'alteration in the brake pipe of about 0.1 atm., while the distance of the first service braking notch from the travelling position cor- 151:; responds with about 0.3 atm.

.The drivers valve is particularly intended and suitable for those types of construction of compressed-air brakes, wherein the control valves arranged at the ends of the vehicles are adapted 20 both for stepwise braking and for stepwise releasing of the. brakes.

A drivers valve according to the invention is provided with a number of separate arrangements, by which the operation of the brakes is 5.- considerably facilitated, in that the process of filling the brake pipe upon the stepwise or complete releasing of the brakes is automatically regulated in accordance with the length of the train,

in such a manner that the filling of all auxiliary gg gcontainers-in the train is carried out with the greatest possible speed, but, on the other hand,

is interrupted in good time in order to avoid with certainty the overloading of the auxiliary containers which has hitherto frequently occurred, gg gparticularly in the first part of the train, owing to inefficient operation of the drivers valves which have long been known. 7

I Consequently, the drivers valve according to the invention is so arranged that the filling of 4mg;the brakepipe is initiated with a high pressure period commencing rapidly,,which is automatically terminated as soon as the first auxiliary air reservoir in the tr in (that is to say that of the locomotive or a compensating reservoir to be 45 gfilled in similar conditions) is filled up to the complete releasing pressureor up to the pressure corresponding to the intended releasing stage. The-instant at which this takesplace varies with the length of thetrain; it occurs earlier inthe 50;;case of a short train, and later in the case of along train. Then follows a low pressure filling-per-iod, in which the brake pipe is filled with compressed air of, that pressure which corresponds to the pressure adjusted by the pressure .;"5regulator or lies only slightly above this. Dur-,

ceases] When this has occurred, only a throt- 5 V tled communication exists between the pressure regulator and the brake pipe, whereby the latter only receives those small quantities of compressed which escape owing to the unavoidable small pipe leakages. This throttled com- 10 munication is so narrow that it does not disadvantageously influence an emergency braking effected from the train or the rapid braking occurring immediately behind the locomotive when the train is disconnected.

In addition, the drivers valve according to the invention is provided with an arrangement by which the automatic compensation of the compressed air escaping through leakage from the brake pipe may be obviated when the operating lever is in the service braking position. This arrangement is used when the locomotive fitted with the drivers brake valve according to the invention drives a train the waggons of which are all, or for the greater. part, fitted with the usual single-chamber compressed-air brake, which, although permitting of a stepwise application of the brakes, does not enable a stepwise release thereof. With this brake, the subsequent flowing of compressed air into the brake pipe when the brake is applied would result in the reversal of the control valves into the releasing position and complete release, which must not be permitted underany circumstances in the interest of the safety of operation.

The drivers brake valve according to the invention is also distinguished by a device which renders it possible to connect the locomotive with a train in the brake pipe of which a pressure somewhat higher than the brake pipe pressure of 5 atmospheres prevails, without the brakes in the train or, at least, in the front part of the train being applied.

Further advantages and special properties of the drivers valve according to the invention will be apparent from the following description given with reference to the drawing and from the explanation of the method of operation of the drivers valve.

In the accompanying drawing, the drivers valve according to the invention is schematically illustrated in section in Figure l, and Figure 2 represents the different positions of the operating lever.

The radial lines in Figure 2 correspond to the positions of the operating lever, of which the following are present, namely, from left to right;

(1) The neutral position, in which the operating lever of the second locomotive is placed when the train is driven by two locomotives,

(2) The travelling position, v

(3) A series of service braking positions, between the travelling and full serviw position, and

(4) The emergency bra-king position.

In the centre of Figure 1 a diagram of the rotary slide valve (40) is shown. The horizontal lines designate the channels leading to the slide valve grate or slide valve face. The surfaces left blank in the illustration show which channels are placed in communication with one another in the various positions of the operating lever.

The vertical lines represent the positions of the operating lever from left to right in the same succession as shown in Figure 2. The range between the third and fourth vertical line represents the series of service positions The casing of the drivers valve consists of an upper part I and a lower part 2. The latter is connected by the connecting pipe 3 to the main air container, and by means of the pipe 4 to the brake pipe passing through the train. 5 is a pipe leading into the atmosphere, which is controlled by the rapid braking valve 3. In the lower part '.2 of the casing is situated the high pressure filling valve 1 with the associated control piston 8 and the compensating auxiliary reservoir 9, as well as the flow valve I0. Both valves control the connection, on which the high pressure filling period depends, between the main air container and the brake pipe, and betweenthe connecting pipes 3 and 4. The admission of air on one side of the control piston 8 influencing the high pressure filling valve 1 is regulated by a filling impulse valve 34 and a valve device H referred to as an interrupter, and the removal of air from the piston by the flow valve I9 and by a valve 54 connected therewith. The admission on the other side of the piston 8 takes place in accordance with the pressure (adjusted by throwing over the operating lever IS) in the compensating auxiliary reservoir 9.

In the lower part 2 of the casing is a compensating valve I2, which is controlled by the compensating piston I3 which is, on one (the upper) side, under the pressure of the main brake pipe and, on the other (lower) side, under the pressure of the pressure regulator adjusted by means of the operating lever. With the compensating piston I3 is associated the additional piston I4, which is, on one (the upper) side, under atmospheric pressure, and, on the lower side, under the pressure which prevails in a container I5 acting at a certain time.

A section-changing valve I8 is situated behind the compensating valve I2 and is controlled by a piston I! to which, on one (the upper) side, atmospheric pressure is admitted, and, on the other (lower) side, the pressure which prevails at a certain period in the container I 5.

A closing valve I8 situated in the lower part 2 of the casing serves to block the connection, controlled by the compensating valve I 2, between the main air container connecting pipe 3 and the "brake pipe (connecting pipe 4) in all positions outside of the travelling position, if a train chiefly fitted with a single-chamber brake that cannot be released in steps is to be driven. The container I 5 acting at a certain period, which is normally automatically filled through a nozzle 56 in the open position of the high pressure filling valve I, can be arbitrarily filled with any desired pressure by means of an equalizing valve 64.

In the upper part I of the casing of the driver's valve is situated the pressure regulator 'with the 5 operating lever I9, which is provided with a hub 28 rotatably mounted in the upper part of the casing. This hub is hollow and is coupled by means of the bolt 2| with the screw-threaded spindle 22, which is rotatable and may be screwed 10 upwards and downwards according to the pitch of its thread. The screw-threaded spindle 22 is bored in the longitudinal direction and is in communication through a lateral bore 23 with the channel 24 constantly filled with compressed air from the main container. In the interior of the upper part of the screw-threaded spindle 22 is situated the double valve 2526. The valve 25 controls the communication between the main air container connection 3 and, the channel 21, in which the pressure is adjusted according to the position of the operating lever I9. The valve 26 controls the communication between the channel 2? and the spaces connected thereto and the aperture 28 leading to the atmosphere. A resilient corrugated cylinder 29, the inner space of which is in communication with the atmosphere through the aperture 28, separates the spaces of different pressure in the upper part I of the casing. A spring 33, the tension of which may be varied by 30 means of the regulating screw 3|, loads the part 32, which forms the seat of the valve 25. To the operating lever I9 is articulated the filling impulse pawl 33, by means of which the filling impulse valve 34 is operated. The filling impulse pawl 33 is so arranged that it does not influence the filling impulse valve 34 in the neutral position and in the rapid braking position.

In the upper part I of the drivers valve is also mounted the rotary slide valve 40, which is coupled with the rotary part 20 by means of the pin H.

A resilient snap device 35 arranged in the operating lever I9 cooperates with the notches in the: upper part of the casing shown in Figure 1.

'When the operating lever I9 is in the neutral position, the space situated under the compensating piston I3 is connected through the channels 36 and the space 31 in the rotary slide valve:

40 with the aperture 38 leading to the atmosphere.- The pressure prevailing in the brake pipe (connecting pipe 4) holds the piston I3 in its lowest position. The channel 39 is filled with pipe air, and the channel 39 is held in communication with the channel 43 through the space 42 (slide valve illustration), so that the control piston of the rapid braking valve 6 is under brake pipe pressure at its left end surface and the rapid. braking valve is held closed. Fluctuations of the; brake pipe pressure have no influence on the drivers brake at the locomotive on which the driver's 00 valve is in the neutral position. The neutral position is imparted to the drivers valve only at the second locomotive if the train is driven by two locomotives.

In the travelling position, the channel 36, which 05 leads to the space situated under the compensating piston I 3, is in communication with the channel 21 through the slide valve space 44, which channel 21 leads to the pressure regulator space in which the resilient body 29 is situated. In the brake pipe (connection 4), the releasing pressure (5 atmospheres) adjusted by the driver's valve is maintained because upon sinking of the pipe pressure owing to leakages, the constant pressure-regulator pressure acting under the pis- I5 ton l3 lifts the piston l3. This piston is opens the valve I2 having a double seat, and compressed air now flows out of the main air container connected by the pipe 3, through the channel 24 and the valvel2 and through the narrow feed bore 45 into the brake pipe, until the same pressure prevails in the latter as that which is adjusted by the operating lever l9, whereupon the piston I3 is moved downwards until the feed valve I2 is closed.

The channel 39 is also connected inthe travelling position with the aperture 38 leading to the atmosphere by the hollow part 41 of the slide valve. The channel 24a extending from the channel 2!; communicates through the slide valve space 48 with the channel 43, so that the rapid braking valve'6 is held closed by admission of pressure from the main container to its control piston.

' As a special filling or releasing position is not provided, provision is made for rapid filling and releasing by special means, namely by the filling impulse valve 34, which may be operated by means of the filling impulse 33, when the operating lever 19 of the drivers valve is in the travelling position or in one of the service braking positions. The operation of the filling impulse pawl 33 leads to the'opening of the filling impulse valve 34, which allows compressed air to flow from the main air container (connecting pipe 3) through channel 24, branch channel 49, and through. the rotary slidevalve 46 and channel 5i} into the channel 5l,'which in normal circumstances, is free from operating lever i9.

pressure. The interrupting valve H is thereby lifted and the air from the main container fiows filling valve 1 into the channel 53andopens the nection t) Opening'of the fiow valve It) results in closing of the air-extraction valve 54, so that "the pressure acting under the piston 8 is at first maintained. The interrupting valve H is provided with a nozzle i la, through which a cushioning body connected with the valve H is grad- "ually filled with compressed air.

When equal pressure prevails on both sides of the valve I l, it is -closed. In this way, provision is made for preventingthe irregular'or excessively long operation of the filling impulse paWl33. The filling impulse pawl "only requires to be momentarily operated. The piston 3 has a bore'55, the mouth of which,

extending at right angles to it, covers the mouth of the channel 21. Consequently, the main container-pressure acting immediately after the- "opening of the filling impulse valve 34 on the lower side'of the piston 3 is gradually compensated by the pressure of the pressure regulator adjusted by the operating lever l9. Simultaneously with the compressed air passing through the flow valve l9 into the brake pipe when the operating lever i9 is situated inthe travelling position or in'the service braking position, compressed air of the pressure determined by the pressure regulator 'fiows under the compensating piston l3, which opens the compensating valve l2 and also allows compressed air in this way to ""fiow into the brake pipe.

7 This compressed air is of a pressure corresponding to the position of the The section-changing valve WE 16 is thus-opened because its piston ll is stressed -with compressed air from below, as-so long as the high pressure filling valve I is open-the container ,l5 acting at a certain period is filled through the nozzle 56 with compressedair. Owing to this fact, the piston l4 provided in addition to 1 the compensating piston I3 is made accessible to compressed air and takes part in the opening .of the compensating valve I2. Through the nozzle 51, the compensating auxiliary reservoir 9is gradually filled with compressed air of a pressure corresponding to the position of the operating lever l9 and that of the pressure regulator parts influenced thereby. Assoon as the pressure in the compensating auxiliary reservoir 9 corresponds to the adjusted pressure of the "pres-H sure regulator, pressure equality prevails on both sides of the piston 8. The piston sinks under the action of the spring acting on the valve 1, and the high-pressure filling valve 1 is thereby closed. The

in the container i5 acting at a certain period, fill-- ing of the pipe with increased pressure takes place. In the degree that the pressure rises 'in the pressure pipe, the piston l3 moves further: and further downwards and, with it, the additional piston 54. The impulse valve 58 situated in the latter thus oomesin contact with the wall of the casing of the drivers valve; it is held fast'with respect to the slowly sinking piston M, and is therefore opened and allows the compressed air to escape from. the container l5 acting at a certain period, through the air-discharge nozzle "59.

Consequently, the adjusting force of the piston ll also ceases, the section-changing valve I6' is closed, and the connection controlled by the compensating valve. 12 between the channel 24 and the brake pipe is now only open throughthe narrow aperture 55. When equal pressure prevails on both sides'of the piston I3 and the time container i5 is completely relieved of air, the filling of the brake pipe is terminated.

In the case of short trains, the fiow which opens the flow valve it! stops comparatively quickly. Consequently, the'fiow valve is soon closed again, and the air-discharge valve 54 connected therewith discharges the air from the space under the piston 8, and the high-pressure filling valve 7 is rapidly closed before the compensating auxiliary reservoir has attained the pressureof the pressure regulator.

For the-purp-cw of service braking, the operating lever i9 is placedin oneoi the service braking positions, whereby the screw-threaded spindle 22 moves downwards. The valve 25 then remains closed and the valve 25 is lifted from the longitu-' dinally bored part 32 situated above it. Compressed air therefore escapes from the channel 27 and the spaces connected with it, through the aperture '28 into the atmosphere, until the pressure bearingon the outer surface of the cushioning body 29 has been so decreased that they spring again brings the part 32 on to the valve 26, and

the latter is thus closed. The reduction of: the pressure in the'channel 27 also extends through the hollow space-c3 in the rotary slide valve iil to the space below the compensating,'piston'illfiw The latter moves downwards, the lower part of the valve l 2 is lifted from the part of the channel 39 lying in the stem of the piston I3, and the brake pipe is thus connected through the slide valve space with the aperture 38 leading to the at- .mosphere. The pressure in the brake pipe sinks,

and as soon as it has dropped to the extent of the i pressure acting on the lower side of the piston I3, the piston I3 is lifted precisely so far that the valve l2 again closes the channel in the piston l3. Should there be any leakages in the brake pipe,

the piston I3 is raised, as the pipe pressure acting on its upper end is reduced owing to the leakages. The valve I2 opens communication between the pipe (connection 4) and the channel 24, and so much air flows from the main container into the brake pipe that the pressure at the upper end of the piston 13 again increases, the said piston sinks, and again closes the valve 12. The hollow space 62 connects the channel 43 leading to the rapid braking valve 6 with the channel 24a. The

' rapid braking valve 6 is held closed by the main container pressure.

In single-chamber brakes of the older type of construction, which are not suited for stepwise release, this subsequent flowing of compressed air from the main air container into the brake pipe would result in the brakes being completely released without this being intended. In order to avoid this, the closing-01f valve I8 is provided, which is closed for this purpose. Communication between the channel 24 and the compensating valve I2 then no longer exists, and therefore, even when the latter is lifted, no air can pass from the main container into the brake pipe (connection 4).

For the purpose of rapid braking, the operating lever I9 is placed in the rapid'braking position. In this position, the rotary slide valve 49 connects both the channel 36 and the channel 43 directly with the aperture 38 leading to the atmosphere, through the hollow space 6 I. The piston l3 sinks, the valve l2 releases the centre bore in the stem of this piston, and brake pipe air escapes into the atmosphere. At the same time, the piston of the rapid braking valve 6 is freed from pressure, and this valve is opened and immediately allows the compressed air to escape from the brake pipe (connection 4) over a large cross-section through the connection 5.

In order to indicate to the engine driver when the last brake in the train is released, a manometer 63 or an equivalent device is connected to the container [5 acting at a certain period. When this manometer indicates that the container i5 is pressure-free, the additional piston I4 is released from pressure, the pressure at both ends of the equalizing piston I3 is equallygreat, and there is therefor no further iiow in the brake pipe after it has been filled, and all brakes are released.

In the case of a train, it may occur .that, owing to inaccuracy of the pressure-regulator spring, or

owing to inaccuracy of the indication on the pipe pressure manometer during changing of the locomotive, a pressure prevails in the brake pipe when the locomotive is uncoupled which is somewhat greater than the normal pressure of five atmospheres, and that the new locomotive which takes over the train has in its brake pipe the prescribed pressure or a pressure lying only slightly below this pressure. Owing to flowing over of compressed air from the train pipe into the pipe of the locomotive, the brakes then have a tendency to come into action, at least in the front part of the train.

In order to avoid this, according to the invention an equalizer I8 is provided at the drivers brake valve. This is operated shortly before the locomotive is coupled to the train. The valve 64 is thus opened, compressed air of the pressure of 5 the pressure regulator passes into the container l5, and therefore also under the additional piston 14, the compensating valve [2 is somewhat lifted, and main container air flows into the brake pipe of the locomotive. Consequently, a lower pressure 10 does not prevail in this brake pipe than in the brake pipe of the train, and therefore no compressed air can flow from the latter to the locomotive, so that no brakes can be applied in the train. 15

What we claim and desire to secure by Letters Patent of the United States is:-v

1. In a drivers valve for a compressed air brake, connections with a source of compressed air and with a brake pipe, a pressure regulatorizo operable by a rotary lever, a pawl on said lever, a filling impulse valve operated by the pawl and adapted to be opened by pressure applied on compressed air and the brake pipe.

2. In a drivers valve for a compressed air'30 brake, connections with a source of compressed air and with a brake pipe, a high pressure valves,

adapted to control the admission of compressed air to said brake pipe, a pressure regulator including means to open and close said high pres-.535 sure valve, a compensating valve and a section changing valve adapted. to admit air at lower pressure from said regulator to said brake pipe after closure of said high pressure valve, an auxiliary air container, movable pistons adapted to'40 open said compensating valve and section changing valve when actuated by the pressure in said auxiliary air container, and automatic means for filling and exhausting said auxiliary air container.

'3. In a drivers valve as claimed in claim '1 means to open and close the high pressure valve, including a compensating air container, a piston operatively connected with said valve and normally exposed to a pressure from said container tending to close said valve, the other side of said piston being exposed upon actuation of the pressure impulse valve to a pressure tending to effect the opening of the high pressure valve, and a spring to close said high pressure.55 valve upon equalization of pressure on opposite sides of said piston.

4. In a drivers valve as claimed in claim I means to open and close the high pressure valve, including a compensating air container, a pis- ,60 ton operatively connected with said valve and normally exposed to a pressure from said container tending to close said valve, the other side of said piston being exposed upon actuation of the pressure impulse valve to a pressure tend-: ing to effect the opening of the high pressure valve, and a spring to close said high pressure valve upon equalization of pressure on opposite sides of said piston, said auxiliary air container being in communication through a throttled open- .70 ing with a space in the drivers valve in which the pressure adjusted by the pressure regulator prevails.

5. In a drivers valve as claimed in claim 1,

a piston adapted to effect the opening of the-'15 high pressure valve when actuated by pressure arriving from the filling impulse valve, an automatic interrupting valve interposed in the communication between said filling impulse valve and said piston and adapted to be opened upon the opening of said filling impulse valve, and means whereby said interrupting valve is automatical- 1y closed after a short interval of time to interrupt said communication.

6. In a drivers valve as claimed in claim 1, a piston adapted to effect the opening of the high pressure valve when actuated by pressure arriving from the filling impulse valve, an automatic interrupting valve interposed in the communication between said filling impulse valve and said piston and adapted to be opened upon the opening of said filling impulse valve, said interrupting valve being provided with an air leak whereby the pressure on both sides of the valve is gradually equalized, and with resilient closing means to efiect closure of the valve upon the occurrence of said equalization.

'7. In a drivers valve as claimed in claim 1, a piston operatively connected with the highpressure valve, said piston being exposed upon actuation of the filling impulse valve to a pressure tending to open said high pressure valve, and another valve operatively connected with the flow valve to relieve said pressure when the flow valve is closed.

8. In a drivers valve as claimed in claim 2,

a compensating piston to operate the compensatvalve, a second piston co-operating with said compensating piston, which second piston is sub jected during the high pressure filling period to main container pressure and on the termination of said period remains under pressure from the 5 auxiliary air container'acting against the brake pipe pressure, a third piston alsosubjected to pressure from said auxiliary air container to open the section changing valve until the brake pipe pressure effects the return stroke of said second piston, whereby the auxiliary air container is exhausted.

9. In a drivers valve as claimed in claim 2,

a valve to effect the exhaustion of the auxiliary air container, said Valve being controlled by an additional piston co-operating with the compensating valve piston.

10. In a drivers valve as claimed in claim 2, the combination with the auxiliary air container of an indicating device to indicate that said container is exhausted and consequently the flow of air into the brake pipe is completed to release the brakes.

11. In a drivers valve as claimed in claim 2, the combination with the auxiliary air container of a manually operable valve to efiect the, filling of the said container with air at the pressure of the pressure regulator to efiect the opening of the compensating valve.

12. In a drivers valve as claimed in claim 2, a valve adapted to arbitrarily close the communication between the source of compressed air and the compensating valve.

FRIEDRICH I-IILDEBRAND. ERNST MbLLER. 

